Carbureter



P. POVLOTZKY.

CARBURETER.

APPLICATION FILED SEPT. 1 1, 1511.

Patenwd May 4, 1920.

4 SHEETSSHEET 3- INVENTOR. Par/072%) ATTORNEYS.

P. POVLOTZKY.

CARBURETER- APPLICATION FILED SEPT.1I,I917.

4 SHEETSSHEET 2.

Patented May 4, 1920.

. broken away, of the mixing s PATENT OFFICE.

PHII-I? POVLOTZKY, OI CHICAGO, ILLINOIS.

CABBURETEB.

Specification of Letters Patent.

Patented May 4, 1920.

Application filed September 11, 1917. Serial No. 190,787.

To all whom it mm concern:

Be it known t at 1,-PHILIP PovLo'rzxY, a citizen of the United States, residm at Chicago, in the count of Cook and tate Illinois, have invente new and useful Improvements in Carbureters, of which the following is a specification.

This invention relates to devices for forming the fuel charges of internal combustion engines, and more particularly devices of this kind in which the fuel is vaporized by passing a current of air across or past minute quantities thereof, the am taking up the fuel andbeing thoroughly incorporated therewith to produce an explosive mixture.

The invention has for its object to provide in a device of the-kind stated a novel and improved means for obtaining a thorough vaporization ofithe fuel, .and to this end it consists in a novel combination and arrangement of parts to behereinafter described and claimed.

In order that the invention may be better understood, reference is had to the accom panying drawings forming a part of this specification, and in said drawings,

Figure 1 is an elevation of the device showing it attached to the intake manifold of the engine;

Fig. 2 is an elevation of the device drawn to a larger scale;

Fig. 3 is a plan view;

Fig. 4 is an end view;

Fig. 5 is a section on the line 5--5 of Fig 4; ig. 6 is a section on the line 6-6 of ective 5; 1g. 7 1s a detail in pe owing certain Fig. 8 is a similar view s fuel passages; 6 v

Fig. 9 is a plan view of a mixing device; Figs lO and 11 are front edge and side edge views of Fig. 9;

Fig. 12 is an enlarged 1212 of Fig. 9;

Fig. 13 is a perspective view, partly devlee; Fig. 14 is a sectional perspective view of the mixer control, and

Fig. 15 is a sectional detail of the mixer section on the line illustrating its operation.

' same to draw Referring specifically to the drawings, 20 denotes the intake manifold of an internal combustion engine, said manifold having an inlet portion 21 which has a flan'e 22 for attachment of the carbureter. e manifold illustrated is one used in connection with the well known Ford cars, and the 'c'arbureter has been designed more particularly for such. However, it is to be understood, that the carbureter is not limited to any particular make of motor vehicle, but it can be used, with slight variations in design and size, on any motor vehicle. The carbureter is composed of three units, to

wit-an air intake and mixture discharge, a.

mixing chamber, and a float chamber.

The air intake is a horizontal tube 23 'open at. both ends and having one end shown at 24 for connection to flanged as of the manifold inlet 21. This the flange 22 tube is enlarged downwardly intermediate its ends into a hood-like form, as shown at 25, said hood terminating in two spaced opposite side walls 26 having narrow outward flanges 26 for supporting certain other parts to be presently described.

Within the space between the walls 26 is snugly fitted the mixer unitcomposed of upper and lower sections 27 and 28, respectively. A detailed description of the mixer unit will appear hereinafter, and for the resent it ma be stated that at 29 is a ottom fuel i et to the section 28, and that the mixer is a partition in the mixing chamber, and is vertically perforated to permit air passing upward through the fuel in vaporized form into the space above the mixer.

The mixer and the walls 26 are flush at the bottom and rest on the marginal flange 30 of a horizontal plate 31, the flange being designed to give the plate particular depth below the bottom of the mixer to allow air to reach the latter from below. The plate 31 rests on the marginal flange 32 of a bowl 33 which serves as afloat chamber in which a constant level of fuel is main-. tained by a float-controlled valve. The float chamber has a shallow branch 34 in which the float valve mechanism is housed. The float is shown at 35, the same being a flat, rectangular body supported by an arm 36 to which it is secured by screws 37. The outer end of the arm 36 is curled over a cross pin 38, whereby the float is pivotally sup orted. The pin 38 is supported in lugs 39 (Ye ending from the bottom of the plate 31. bove the float arm 36 is positioned a hollow screw plug 40 the same being carried by the plate 3]. and having a head 40" formed with a seat for a ball valve 41 which rests on the float arm. Above the shallow portion 34 of the float chamber, the plate 31 is thickened, as shown at 42, to provide stock for a longitudinal duct 43 having its outer end closed by a plug 44. This duct opens into the bore of the plug 40 and is also in alinement and communication with a transverse passageway 45 of a tube 45 screwed into the top of the plate 31 from the outside. The outer end of this tube has a rearward bend 46 to which the fuel line from the fuel tank is suitably coupled. Fuel enters the float chamber from the tube 45, passing from said tube into the duct 43, and into the plug 40, from which latter it flows into the float chamber when the valve 41 is unseated. The float 35 controls the valve 41 and hence a constant fuel level is maintained in the float chamber. The downward movement of the float is limited by a stop lug 47 rising from the bottom of the part 34 and positioned beneath the float arm 36.

The float chamber 34 is elongated rather than square, and transversely of the chamber the bottom wall thereof is sunk, as shown at 48 and also formed with a tubular internal enlargement 49 to seat a plug valve 50 having an external head 51 and an actuating crank 52. The sunken portion 48 is slotted at 53 crosswise to accommodate a cross pin 54 passing through the valve 50 to operate, as the latter is turned, by striking the bottom of the float chamber, to limit the turning movement of the valve in either direction. Beyond the enlargement 49, one side of the valve 50 is flattened, as shown at 55, and below said flattened portion the part 48 has an outlet aperture 56 for draining the float chamber when the valve 50 is turned to uncover said aperture. Beyond the part 49, the sunken portion 48 forms a trough for holding sediment that may drop from the fuel, and terminates in a pocket 57 formed by a bulge 57 on the float chamber wall. Referring to Fig. 8, it will be seen that a short duct 58 leads from the pocket 57 across an enlargement 59 of the float chamber wall, and takes an upward course in a wall rib 61 of the float chamber as shown at 60, and through the flange 30 of plate 31, and opens through said flange, as shown at 62. The duct end 62 meets the inlet passageway 29 to the mixer unit, and thus establishes a supply connection to the latter from the float chamber.

The part 59 houses a plug valve 63 which controls the flow of fuel through the duct 58, and has an operating lever 64 which is connected by a link 65 to a rocker arm 66 on a control rod 68 supported b a lug 67 on one corner of the plate 31. he bottom of the rod passes through the lug 67 and carries a nut 69 to prevent withdrawal. The rod 68 rises to the height of a dash plate 70 of the car and passes through a graduated segment )late 71, being here fitted with an actuating handle 72. Thus, the valve 63 can be operated from the dash of the car. The connection between the valve 63 and the rod 68 also provides a four-toone reduction between the amounts of turn of the rod and the valve. As the spacing of the carbureter from the dash of the car requires the rod 68 to have a slight rearward tilt, the part 59 is conical, and the surface of the lug 67 is slightly beveled to give a slightly slanted bearing to the rod 68 and the valve 63. It will be understood, that the valve is for the purpose of governing the volume of fuel delivered to the carbureter, and the supply can also be completel cut off.

He erring to Figs. 3, 5 and 6, it will be noted that the air inlet is at the end 73 of the tube 23. This end of the tube contains a choke valve 75 carried by a spindle 74, and back of this valve the air passageway contains a vertical partition 76, the lower portion of which serves as one side of the hood 25. This partition cuts off the air inlet end of the tube from the mixture outlet end 82 and deflects the incoming air downward to the bottom 77 of the hood 25. Here the air is spread sidewise in opposite directions into inclined ducts 78 of rectangular section which diverge and turn forwardly. steadily decreasing in width, as shown at 79 in Figs. 2 and 3. These ducts form bulges in the top of the part 25, being cast in cored form. As shown in Fig. 6, the outer end of each duct reduces to a vertical passage 80 of considerable length, yet small width, said passage opening into the space above the plate 31. The air reaching this space rises through the carbureter taking with it fuel in finely divided form, and this fuel mixture rises into the domed portion of the hood 25 to receive the collecting effect of a Venturi tube at 81, where it passes into the outlet end 82 of the tube 23 past a throttle valve 83, and thence into the manifold inlet 21.

The passage of the air as hereinbefore described involves a literal twisting of the air current from a roomy opening 73 into the ducts 78, and to a discharge through a l0ng, narrow passage 80. The object, however, is to render the entire passageuniform in cross-sectional'area and thereby prevent choking of the air currents by strangling walls. This object is accomplished by having the area of the air outlet the same asthe area of the inlet.

Referring to Figs. 2 and 3, the operating mechanism of the valves 7 3 and 83 will now be described:

To the valve 83is connecteda rod 86 exangle lever, taking a nut or washer 92. The

angle lever is loosely mounted on the protruding end of the valve spindle 74 fromwhich the other branch 93 of the lever extends. On the valve spindle 74 is also mounted an angle lever having branches 94 and 95. This lever is fixed to the valve spindle. The lever branches 93 and 94 are fitted with screw eyes 96 and 97, respectively, carrying ascrew 98. The head of the screw is secured to the eye .96 by a washer 99, and the eye 97 is threaded to receive the shank of the screw. The lever branch 95 is long, and its outer end takes a priming rod 100 for choking or priming the carburetor to facilitate starting. The lever branch 91 is normally drawn forward by a spring 101 The purpose of the above described valve actuating connections is to include the control of the. choke or priming valve 75 through the manipulation of the throttle valve 83, and at the same time to permit the choke valve to be operated independently of the throttle valve. In Figs; 3 and 5 the throttle valve 83 is shown fully closed and the choke valve 75 nearly so, it not being desirable at any time to completely close the Now when the rod '86 is drawn in,

latter. the direction of the arrows, the throttle valve is opened, and at the same time, the link 87 is drawn forward. The lever branch 91 follows the link through the pull. of the spring 102. Lever branch 93 also swings, and through the screw 98 swings lever branch 94, and as the latter is-fixed to the valve spindle 74, the choke valve 75 opens. On the other hand, a pull on the rod 100 to close the choke valve has no effect on the'throttle valve as no positive connection is made with the link 87. It will be noted, however, that the rod 100 is shown as already drawn or pushed forward pursuant to the pull on the rod 86. The eye 89 is-elongated sufiiciently to prevent binding of the lever branch 91 when the link is in forward position, taking .107 of restricted cross-section havin secured at 102 to the carburetor.

lever branch 84- through-anarc of about 80 degrees to the full open position of the throttle valve.

It will be seen from the foregoing that the choke valve 75 in addition to its function of enabling the carbureter to be primed, also governs the air supply, the volume of air admitted increasing with the throttle openlng.

The mixing device comprises the followinglparts eferring'dparticularly to Fi 9 to 14, it Wlll be note thatthe plates 2% and 28 are link 87 having superposed, the plate-28 having a bottom fuel'inlet shown at 29 in Fig. 13,'which registers with the end 62 of the duct 58. The plate 27 fits snugly between end flanges 103 on the plate 28 and the two plates join throughout their major ortion by means of a series of interfitting isosceles ridges 104 and 105, respectively. These ridges fit perfectly, as far as skilled machinin can make them. The ridges 104 of plates 2 are chamfered between certain points equidistant from the ends, as shown at 106 in Figs. 12

and 15, forming a series of parallel passages for their'upper walls the bottom of the ridges 104, and for their lower wall the angle groove between the ridges 105. Similarly, a series of parallel vertical slits 108 are cut through 0th plates, these slits cutting through the peak of the ridges 105, as clearly shown in Fig. 12. These slits are slightly less in length than the passages 107, and the ends of the latter at one side of the mixer are intersected by a cross duct 109, and on theother side by a similar duct 110, these ducts being in the plate 28.. The fuel inlet 29 has two branches 111 which, at 112, take a turn below the ducts 109 and 110, and at a point slightly beyond the middle of the latter, they rise andopen thereinto, as shown at 113. Thus, the fuel flows from inlet 29 through branches 111, sections 112 and bends 113, to fill the ducts 109 and 110, from which latter the fuel plasses across into the passages 107 filling .t

e same and having no avenue of escape therefrom. However,

when the plate 27 is elevated slightly, fine zig-zag passages will be formed between the passages 107, which are intersected by the slits 108. Now if a current of air is induced through the slits 108 from the bottom, and

the plates are held separated, thin sheets of fuel will be drawn upward through the slits 108 and vaporized to'produce a perfect fuel mixture which passes into the hood and is drawn out through the outlet'82. It would seem that when the plates 27 and 28 are separated, fuel might leak through the endsof the ridges to the outside of the plates, but the movement is so slight that leakage is a negligible item. In fact, should leakage becur, it would not escape to the atmosphere but would'be taken up by the rush of air over the plate 31.

In order to separate the lates 27 and 28 there is provided a pair 0 eccentric lifter rods 114 near the end of the mixer. One end of these rods is headed as shown at 115, and a centered shank 116 at one end of the rod passes through one flange 103 of plate 28, the rod 114 passing through plate 27. On the end of the rod is a shank 117 concentric with shank 116 and passing through the other flange 103 of plate 28 from which it projects, its end being fitted with a crank 118. A rod 119 connects the cranks for simultaneous operation of the rods 114. The rod 119 has two projecting spaced lugs 120 for engagement by an actuating device. Upon moving the rod 119 in the direction of its length, the rods 119 turn and elevate or lower the plate 27 relative to the plate 28.

The hood 25 has a projecting shelf 121 at the front to which is secured at 122, an L- shaped lug 123 through which is threaded a screw 123 having a side pin 124 and a flat circular head 125 which seats between the lu s 120. By means of this screw the hereinlgefore described adjustment of the lates 27 relative to the plate 28 is made. The adjustment will be such that the spacing of the plates is hardly perceptible, resulting in the fuel being divided into a large number of fine films, the aggregate volume of which is not greater than the volume of fuel delivered by a needle valve in a carbureter of ordinary design. Fig. 15 illustrates the plates separated but the extent to which the plates have been shown separated is exaggerated. In actual practice the spacing is so slight that it is not perceptible.

The levers 84 and 87 are longitudinally adjustable, this adjustment being obtained by turnbuckles 87, or 'any other suitable and convenient means. The object of this adjustment of the levers 84 and 87 is not on y to have the throttle and the. choke valves open at desired intervals, but also to open or close at variable ratios. Thus, when the rod 86 is moved in the direction of the arrow shown in Fig. 3, the choke valve is to move faster or slower than the throttle valve. The result is that the inlet of air is not limited by the amount of throttle opening, and it is possible to admit more air to the carebureter than fuel to the engine.

I claim In a carbureter, a mixing chamber having an air inlet and a mixture outlet, and a partition in said chamber, the air inlet opening to one side of the partition and the mixture outlet being on the other side, said partition being composed of superposed plates having a plurallty of straight parallel slits therethrough to form air passages from the air inlet to the mixture outlet, the opposite faces of the plates having ridged surfaces and the ridges of the respective plates interfitting and being parallel to the air passages, means for spacing the plates to produce a fuel passa e between the ridged surfaces thereof, said passage being intersected by the air passages, and means for delivering fuel into the fuel passagIe.

In testimony whereof afiix my signature.

PHILIP POVLOTZKY. 

